Reversing-gear for gasolene-engines.



No. l854,550. I PATENTED MAY 21, 1907.

E. E. ZASTEOW E J. E. KOEPP. EEVEEEINE GEAR EOE GASOLENE' ENGINES.

APPLICATION FILED JAN.10, 1907.

3 SHEETS-SHEET 2.

VIEW

W/TNESSES 46,

UNITED STATES PALTENT OFFIOE.

HERMAN EDWARD ZASTROW AND JULIUS HERMAN KOEPP, OF PORTAGF., WISCONSIN.

Specification of Letters Patent.`

REVERSlNG-GEAR FOR GASOLENE-ENGINES- Patented May 21, 1907.

Application filed January l0, 1907. Serial No. 351.644.

T (L7/.Z zul/'1,01% it may cmwerl.: Y

Be it known that we, HERMAN EDWARD ZAsTROw and JULIUs HERMAN Konrr,citi- Zens of the United States, residing at Portage, in the county ofColumbia and State of Wisconsin, have invented a new and usefulImprovement in Reversing Gear for Gasolene- Engines, of which thefollowing is a specification.

Our invention is in the nature of a reversing gear attachment for gasand gasolene engines.

Four cycle engines, as ordinarily made, can only be run in onedirection, but they can be made to reverse by two adjustments, one ofthe lifter cam for the exhaust valve, and the other of the spark circuitcontroller; that is to say, by altering the time cf explosion andexhaust in relation to the position of the crank and piston.

Our invention consists in a simple and practical means for reversingwithout having to gain access to the interior of the engine, and itcomprehends as its most distinctive feature a peculiar construction ofslip clutch between the timing wheel and its shaft so that the timingwheel may turn a given distance on the shaft independently of the shaftand then take up against and turn rigidly with it, in connection with anadjustable circuit controller, as hereinafter fully described withreference to the drawings, in which Figure l is a broken side view ofthe drag connection between the timing wheel A and shaft C which carriesthe lifter cam and showing also the circuit controller H and the maincrank shaft C S with the gear W meshing with the timing wheel. Figs. laI b IC l@l le are detail `views showing different positions of thetiming wheel and its shaft. Figs. la and 1b are side and top viewsshowing the relative position of the timing wheel and its shaft when thetiming wheel is revolving in the direction of the arrow in Figs. 1a and1b. Fig. 1C shows the shifting or transition movement of the timingwheel in relation to the shaft O, and Figs. 1d and le show the positionof the same parts when the transition movement of Fig. lC has beencompleted. Figs. ld and le showing the position of parts for running inthe reverse direction to Figs. 1fL and 1b. Fig. 2 is a side view of afour cycle gasolene engine, partly broken away, showing our reversingattachment applied. Fig. 3

is avertical section on line 3 3 of Fig. 2. Fig. 4 is a section throughthe circuit controller taken on line it-Lof Fig. 2 and Fig. 5 shows inperspective view a modification of the invention. Y

Referring to Figs. 2 and 3, C S is the main crank shaft, G the crank, Ethe piston rod, F the piston, and C the cam shaft bearing the liftercain B for the exhaust valve plunger D. The main crank shaft has a smallgear W which meshes into and drives the larger gear A on the shaft C, asseen in Fig. 1.' This is the ordinary construction of the four cycleengine, the gear A having double the number of teeth as W, and said gearA being rigid on its shaft and known as the timing wheel for giving thespark at every second revolution of the crank shaft. Our invention isdirected chieiiy to the relation of this timing wheel to its shaftwhereby it runs rigid with that shaft in one direction, but when turnedin the opposite direction will turn loose on that shaft a givendistance, far enough to alter the time action of the exhaust cam, andthen take up against and continue to rotate rigidly with that shaft in adirection opposite to that in which it formerly ran. yTo accomplish-this result, the time wheel A, see Figs. l to le,

is rotarily adjustable on its shaft through an arc of about 7 632-0. Onthe outside of the wheel is cast an enlargement A2 formed with acurvedrecess a l) extending through an arc of 76%0. This recess at itsends a and l) has deep seats adapted to receive a round pin P rigidlyfastened to the shaft C outside the wheel andthis pin P is designed todrop into either one of the end seats a or Z) of this recess and toshiftfrom one to the other according to the direction of revolution.

Inside of the time wheel A, see Figs. lb le and 2, the wheel is castwith a hub A which is surrounded by a coil spring I. This spring islocked at one 0f its ends to the wheel A and at its other end is lockedto a washer J. This washer abuts against the stationary bearing K, Fig.2, projecting from the engine case, but may be dispensed with.

The hub A of the wheel A does not extend all the way up to the washer,but is spaced IOO to move away from locking engagement l B, instead ofbetween the timing wheel A with the pin P on the shaft and thus allowthe wheel to turn on the shaft, the distance of the arc between seats aand l), being about 7692A", which is the distance required to give thechanged relation between the crank and exhaust cam for ruiming in theopposite direction.

On the stationary sleeve bearing K, see Fig. 2, is swiveled the ring t/of a handle H bearing a brush 7L and forming the spark circuitcontroller. This brush forms a terminal for one wire of the battery andas the shaft C rotates, a rigid pin i, see Figs. 1 and 4, comes intocontact with the brush 7i to close the circuit. By swinging the circuitcontroller around the shaft C, the time of contact between the pin i,and brush 7i may be changed. Two lugs S and S, Fig. 2, are flxed rigidlyto the side of the engine case and furnish stop points for thecircuitcontroller handle to stop against, as seen in Fig. 1, to limitand define the sweep of the circuit controller and the time of thespark.

The operation of the attachment in reversing, is as follows: In Figs.1:, 2 and 3, the engine is set for the fly wheel on its shaft C S toturn to the left, which turns wheel A in the direction of the arrow inFigs. l and lb and 3. To reverse, the engine is brought to rest. Thecircuit controller handle is then thrown down, as in dotted line Fig. 1,to properly time the spark for reverse explosions. The fly wheel is thenturned to the right by hand, or reverse to the arrows shown in Fig. 3.The gear on the fly wheel shaft turns the time wheel A in the directionindicated by arrow in Fig. l" and cam B, Fig. 3, is turned away fromplunger D in direction opposite to that indicated bythe arrow in Fig. 3and there being no resistance, the pressure or friction of pin l? initsV seat, caused by the coil spring, is sufficient to hold the pin androtate shaft C until cani B comes into contact with exhaust plunger D onthe opposite side, as seen at B in dotted lines in Fig. 3, and then theresistance of plunger D is sufficient (the exhaust valve springoperating on plungers D must be strong enough to furnish the requiredresistance) to arrest the motion of C and release the pin P from itsseat, whereupon the wheel A turns loose on the shaft C 761-0 until theother seat t of the recess engages pin P, as in Fig. l, and carriesshaft C around with it in regular revolution and rigid connection forthat 'direction of revolution. To reverse back again, the circuitcontroller is thrown up, the fly wheel is turned to the left and asimilar drag action and alteration of timing takes place.

As a modification of our invention the same result can be attained bycausing the slip movement or drag connection to occur between the shaftC and the exhaust valve cam and shaft C as already described. lhismodification is shown in Fig. 5 in which the cam B2 turns on the shaft Cby virtue oll a recess and the seats of this recess loch with thecoupling pin l)2 on the shaft and the cam with its hub is capable ofsliding longitn dinally on the shaft against the tension olf coil springI2 and fixed collar J2 to engage and disengage the coupling pin andlocking seats. V

We claim:

l. A reversing gear for gas and gasoeine engines, consisting of a shaftbearing a ram and timing wheel and a slip clutch on the shaft arrangedwith a limited free movement to permit a changed relation of the timingwheel to the cam, said slip clutch being formed of two parts one ofwhich is slidable longitudinally along the shaft and provided with aspring for holding it into yielding en gagement with the other part.

2. A reversing gear for gas and gasolene engines, consisting of a shaftbearing a cam and timing wheel, a slip clutch on the shaft arranged witha limited free movement to permit a changed relation of the timing wheelto the cam, said slip clutch having a spring seated portion slidablelongitudinally on the shaft and a circuit controller for eorrespondinglyaltering the time of the spark ar ranged beside the clutch and having arotary adjustment about the same shaft.

3. A reversing gear for gas and gasolene engines, consisting of a shaftbearing a cam` a loose timing wheel on the shaft longitudinally movableon the shaft and having a slip Aclutch on the outside formed by sealsarranged a predetermined distance apart for reversing, a projection onthe shaft locking alternately into said seats according to the directionof revolution, and a coil spring ar ranged on the opposite side of thewheel and having a bearing against which it is held for compression.

4. A reversing gear for gas and gasolene engines, consisting of a shaftbearing a ram, a loose timing wheel on the shaft having a slip clutch onthe outside formed by seats arranged a predetermined distance apart forreversing, a projection on the shaft locking alternately into the seatsaccording to the direction of revolution, a coil springl arranged on theshaft behind the timing wheel, a slationary bearing for the shaft7 awasher inten posed between said stationary bearing and the spring, and arotary :nljustaliile eirenit controller on the stationary bearing.

HERMAN EDWARD ZAS'llOW. .lU'lilUS HERMAN Klllllfl.

Witnesses KA'rnRYN M. hal/Loco, A. F. Kantone.

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